NTSB Factual Report

On May 21, 2014, about 0733 eastern daylight time, an Embraer EMB-110P1, N116WA, experienced a total loss of engine power while in cruise flight. The pilot subsequently made an emergency landing at Warren-Sugarbush Airport (0B7), Warren, Vermont. The commercial pilot was not injured and the airplane sustained minor damage to the left wing flap. The airplane was registered to Piper East, Inc and was operated by Wiggins Airways Inc as Wiggins Airways Cargo Flight 1042, under the provisions of Title 14 Code of Federal Regulations Part 135 as a cargo flight. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that had departed Manchester International Airport (MHT), Manchester, New Hampshire about 0700 with an intended destination of Burlington International Airport (BTV), Burlington, Vermont.

The pilot reported to personnel with the Vermont Aeronautics division that the "normal procedure" for refueling was that the pilot leaves a fuel order the night prior and that 1,000 pounds per side was "their standard fuel load for this run." He had not observed the fuel upload. During the morning preflight check, he observed the fuel indicators showing about 1,000 pounds per side. While in cruise flight at 8,000 feet above mean sea level, about 10 miles south of 0B7, the fuel low pressure light-boost pump fail light illuminated. Subsequently, the right engine "shutdown" and then the left engine "shutdown." He declared an emergency and selected "nearest airport" on the airplane's gps. However, the nearest airport with a runway greater than 3000 feet in length, a limitation set in the gps, was beyond the airplane's glide capability. He subsequently noticed 0B7 about 5 miles away and began to set up for the approach to the runway. Immediately upon touchdown he utilized "aggressive braking" and the left tire deflated, the airplane veered to the left, the left main landing gear departed the paved portion of the runway, and subsequently the right tire deflated.

According to a Vermont Aeronautics investigator, tire skid marks began about 475 feet after the runway threshold, the left main landing gear departed the paved portion of the runway 942 feet past the initial tire skid marks, and the airplane came to rest 1,509 feet past the initial tire skid marks, with 590 feet of runway remaining. Examination of the fuel tanks utilizing both the airplane's fuel gauges in the cockpit and the dripless stick method revealed that both fuel tanks were devoid of fuel. There was no evidence noted of any fuel leak or staining and the fuel caps were secure and in place.

According to a Federal Aviation Administration (FAA) inspector, the airplane was last fueled on May 13, 2014. Since that refueling, the airplane had flown 1.9 flight hours and consumed about 1,200 pounds of fuel. Also during the time from the last refueling and the incident, maintenance personnel performed multiple engine performance runs and two taxi repositions. One maintenance technician reported to the FAA inspector that during an engine run on May 17, 2014, he noted approximately 500 pounds of total fuel on board. No refueling records were located after the May 13, 2014 refueling and before the incident flight. Subsequently, following the incident maintenance personnel performed a fuel quantity accuracy test and no abnormalities or malfunctions were noted with the fuel quantity indication system.

NTSB Probable Cause

The pilot's inadequate preflight inspection, which resulted in a total loss of engine power due to fuel exhaustion.